Hand-power brake for railway-wagons.



No. 699,209. Patented May 6, 1902.

n. J. MORGAN.

HAND POWER BRAKE FOR RAILWAY WAGONS.

(Application filed June 29, 1901.)

(No Model.)

UNITED STATES DAVID JOHN MORGAN,

PATENT OFFICE.

or BARRY, ENGLAND.

HAND-POW ER BRAKE FOR'RAlLYVAY-WAGONS.

SPECIFICATION forming part of Letters Patent No. 699,209, dated May 6, 1902.

Application filed June 29, 1901.

To an whom it may concern.-

Be it known that I, DAVIDJOHN-MORGAN, a subject of the King of Great Britain, residing at Aberthaw House, Barry, in the county of Glamorgan, England, have invented a new and useful Improvement in Hand Power Brakes for Railway-Wagons, (for whichI have obtained provisional protection in Great Britain, No. 2,062, bearing date the 30th'of J anuary, 1901,) of which the following is a specification.

My present invention-relates to certain improvements in what are known as either-side hand-power brakes for railway rolling-stock, such as wagon or truck, and my improvements are applicable to either long brakelevers, such as arefitted to'theends of the brake-axle direct, or' to short brake {levers which have a separate'fulcrum or axle; and one end of such levers is coupled to the shortened brake-lever by a rod; and the object ofmy improvements herein is to so connect the brake-levers with each other and to arrange improved mechanism in combination with such connection that the brake may be applied and simultaneously held in such applied position thereby and by the release of said mechanism the brake is automatically taken off and retained in free position. .To attain which, therefore, I construct and arrange'my improvements herein substantially as described by the aid of the'accompanying sheet of drawings, in which- Figure l is a side elevation of a railwaywagon with myim'provements applied to what I would term a short hand-brake lever arrangement but it will be obvious that where the lever extends fromoperating brake-axle F to end of lever-handle B, as in an ordinary brake-lever, that my improvements herein would in like manner be applicable, it only requiring a suitable counterbalancing-weight for drawing the levers up tobrake-ofi position when released. Fig. 1 is an end view of an operating rod and leverfor operating short hand-lever or long hand brake-lever from the wagon or bufier should the operator be stood within the wagon or on said bufier. Fig. 2 is a plan of the brake mechanism shown at Fig. 1. Fig. 3 is a side elevation in detail on enlarged scale; and Fig. 4, an end view of same of the essential parts of my inven- Serial No. 66,563. (No model.)

and this rod is preferably arranged near the handle ends of said levers, and I fit a washer .or collar 0. at each inner side of hand-levers B over said rod A, and these collars a support a hollow'rod or tube 0?, which extends from lever to lever and works freely or loosely on said collars or washers a. To one end of said tube a I secure acombined handle 0 and catch 0 and to the opposite end a similar handle 0 only,"and to the side sole to or other part of wagon'W in a position so as to engage with catch 0' I fiX a rack D. The said handle C and tube or are so balanced with catch 0 that the said catch 0 will by gravity mesh with a tooth on'. rack D when levers B are pressed down to put brake in action, thereby I retaining brake in action-that is to say, in applying the brake it is only necessary to press down either of the levers B, when the catch 0 will automatically come in contact with rack D immediately the pressure is taken off the said lever or 'levers B.

' To take off the brake, it is only necessary to pull upward either ofthe handles 0, whereby the tube a willbe partially revolved, and so cause the catch 0 to free itself'from the rack D, when the counterbalancing-weight of the brake-lever X or its substitute or equivalent, as will be well understood, will cause the brake hand-levers B to rise into elevated positions, so taking OK or freeing the brakeblocks f from the wheels Y, and will remain there ready for again applying the brake by hand-pressure. Therefore ,obviously by manipulating either handle 0 thecatch 0 may be released and the brake taken ofiautomatically, or by merely. pressing down either brake-lever B the brakes will become applied and will be retained automatically in active position by catch 0 engaging with'rack D.

In order that the brake may be operated by a man standing on wagon W or bnfier w, I may use an additional lever and rod, as shown in dotted lines on Fig. 1 and in detail at Fig. 1, in which arrangement the lever J is pivoted to side of wagon W, and a connecting-rod G, with slotted lower end, as at g, Fig. 1, enables the said lever J to lift or lower brake-levers B and catch-handles O, as will be obvious.

I am aware that prior to my invention described herein hand-power brakes for railwaywagons have had connected brake-levers arranged on either side of the wagon. I therefore do not claim, broadly, the mere staying of the brake-levers together, neither do I claim the more use of a rack per se for retaining the levers in brake-on positions; but,

Having fully stated the object of my invention and the combined mechanism I employ for attaining the same, what I do claim, and for which I pray for Letters Patent, is

1. In an either-side hand-power brake for railway-wagons or trucks the combination of 2d a stay-rod A, Washers a over same at inner side of each lever B loose tube bearing on said washers and handles 0 with a catch 0' fixed to said loose tube a and rack D for said catch to engage with substantially as described.

2. In an either-side hand-power brake for railway-wagons the combination of a lever J, with connecting-rod G, having slot gto operate brake-levers B from the wagon or buifer, 30 substantially as described.

In witness whereof I have hereunto set my hand in the presence of two witnesses.

DAVID JOHN MORGAN.

Witnesses:

GEORGE ISAAC BRIDGES, HERBERT ARTHUR MARSHALL. 

